Internal combustion engine



Dec. 5, 1933. H. c. EDWARDS INTERNAL COMBUSTION ENGINE Filed July 21, 1930 2 Sheets-Sheet 1 SJ HERBERT C 5172875505.

Dec. 5, 1933.

H. c. EDWARDS 1,938,280

INTERNAL COMBUSTION ENGINE Filed July 21, 1930 2 Sheets-Sheet 2 hZ-EBERT [I EDNHHDS.

Patented Dec. 5, 1933 UNITED STATES INTERNAL COMBUSTION ENGINE Herbert 0. Edwards, Detroit, Mich., assignor to Packard Motor Car Company, Detroit, Mich, a corporation of Michigan Application July 21, 1930. Serial No. 469,472

13 Claims. (01. 123179) This invention relates to internal combustion engines and more particularly to engines of the compression ignition type in which fuel is injected into the combustion chambers through mechanism actuated by an engine part.

The invention has to do more particularly with the starting of engines in which liquid fuel is injected into compressed air charges at a presdeveloped in accordance with the engine speed. With this type of engine, the degree of fuel atomization and the pressure at which the fuel is injected into the compressed air charges becomes less as the speed of the engine is reduced, and therefore the fuel is not injected into the combustion chambers at a pressure or in an atomized condition conducive to the formation of a mixture which will readily ignite under co i-- pression while the crank shaft is being turned slowly by a source of external power.

An object of the invention is to regulate the timing, the pressure and the atomization of liquid fuel injected into compressed air charges in the cylinders of a compression-ignition engine in a manner to promote a mixture which will readily ignite by compression when the engine is being slowly turned over in starting.

Another object of my inventionis to provide an internal combustion engine of the compression-ignition type in which the timing of the fuel injection is automatically retarded, and the pressure produced against the fuel being injected is automatically increased, beyond that developed by mechanism operative when the engine is running under its own power and at the same speed, through the application of a starting device.

A further object of the invention is to provide an automatic control for regulating the actuation of the fuel injection devices of a compressionignition engine so that during starting, fuel charges will be injected into the combustion spaces when the compressed air charges are at substantially their highest compression, and under a pressure such that there is sufficient penetration of the air charges by the fuel to quickly cause a thorough intermingling of the mixture.

Still another object of the invention is to provide a mechanism which is actuated during the starting of an engine of the compression-ignition type through the application thereto of a starting device which will bring into effective relation a fast moving cam for actuating the fuel pumps at a time in the compression stroke when the air charges are compressed to substantially their highest degree.

These and other objects of the invention will appear from the following description taken in connection with the drawings, which form a part of this specification, and in which:

Fig. 1 is a rear elevational view of a radial engine, partially broken away and partially in section to show a fuel injecting device and the actuating mechanism therefor;

Fig. 2 is an elevational view showing the fuel injection mechanism actuating cams with the faster cam in eifective position;

Fig. 3 is a sectional View of the engine taken on line 33 of Fig. 1;

Fig. 4 is a perspective view of a sleeve forming a portion of one of the cam driving mechanisms;

Fig. 5 is a sectional View taken on line 55 of Fig. 3;

Fig. 6 is a sectional view of the nozzle portion of one of the fuel injection devices.

Referring now to the drawings by characters of reference, 10 represents generally the crank case of a compression-ignition type of internal combustion engine from which nine air-cooled cylinders 11 extend radially, the cylinders being secured under compression around the wall of the crank case by compression rings, one of which is indicated at 12. The cylinders are formed with anintegral dome 13 and secured upon each of the domes is a head 14. Each of the associated heads and domes is formed to provide a single Venturi passage 15 leading into the interior of the associated cylinders, such passages serving as both the air inlet and the exhaust outlet for the combustion chambers which are between the cylinder domes and-the pistons 16. In order to control the passages 15, there is provided with each a valve 17 which is normally closed by a plurality of springs 18 and opened by conventional engine actuated mechanism including a push rod 19 which extends into the crank case.

A diaphragm, or internal Wall 20 is secured within the crank case and is formed with a central opening in which is arranged a bearing 21 for supporting one end of the crank shaft 22, the crank shaft projecting axially through the crank case. Arranged in a relation substantially parallel to the diaphragm is a detachable rear Wall 23 which closes the open end of the crank case, detachably secured to the rear Wall is a starting device, indicated generally at 24, which is preferably of the inertia type as illustrated in Patent No. 1,739,469, issued December 10, 1929, to R. P. Lansing. Such starting device is arrang d Wit a manually reciprocable jaw 25 pro- -movement determines the degree jecting into the crank case in alignment with the rear end of the crank shaft, so that it can be moved into a driving relation.

The engine illustrated is of the compressionignition, or Diesel type, which operates on a four-stroke cycle, air charges being drawn into the cylinders through the passages 15 upon the suction strokes of the pistons, during which time the valves 17 are mechanically held open. The valves are next closed and the compression strokes then occur, and during the compression strokes, charges of fuel oil are injected under a high pressure at any engine speed and in an atomized condition into the air charges being compressed, such that the mixture thereof with the compressed air will be uniform and form a charge of a character producing quick combustion under compression. There is associated with each cylinder a fuel injection device which consists generally of a nozzle portion 26 and a pump portion 27, the nozzle portions being secured rigidly to the cylinders and arranged to project through the walls thereof so that the fuel charges canbe injected directly into the interior of the cylinders.

Each nozzle consists of a barrel 28 having a detachable end 29 extending through the associated cylinder wall and formed with a conical outlet opening in which the valve head 30 is arranged. The valve'stem 31 is arranged to be moved into engagement with the stop member 32 by a spring 33 and such stop member is adjusted to prevent the valve from ent'rely seating. The barrel 28 is formed with a downwardly extending neck portion which is provided with a passage 34 leading to the hollow chamber in the barrel through which the valve rod extends. Such nozzle neck is screwed into the casing 35 of the associated pump unit and bears against a ring spacer 36 which maintains the pump barrel 3'7 in position within the casing 35, there being a pair of spring-pressed valves 38 associated with the ring member and the barrel'to prevent liquid fuel or air from passing thereby to the pump structure from the nozzle structure. A plunger 39 is arranged to reciprocate within the pump barrel and a fuel inlet manifold 40 com municates with all of the pumps, there being unions 41 in the manifold structure associated one with each of the barrels, and ports 42 extend through the casing and the barrel to establish communication between the unions and the interior of the barrel. by the position of the plunger so that when a plunger uncovers the ports 42, liquid fuel under low pressure from a suitable source of supply (not shown) is moved into the pump barrel completely filling the chambered portions therein. The pump plungers are moved in their injection strokes by adjustable mechani m, which will be hereinafter described, and during such move-' ment they close the ports 42, their stroke after closing such ports determining the quantity of fuel which is displaced from the nozzle into the cylinders;

It will be seen that the speed of the plunger of pressure under which the fuel charge is forced past the nozzle valve. The effective stroke of the plungers will force fuel past the valve heads 30 and from the nozzles in a manner such that the fuel charges are directed into the cylinders in a conical spray. The air inlet passages are formed and arranged so that they cause rotation of the air in the cylinders and such rotation continues dur- Such ports are controlled ing the following compression stroke of the piston, the fuel charges being sprayed into such compressed rotating air charges.

The degree of the fuel atomization and the pressure under which it is injected determines the degree of the intermingling of the oil with the air and, therefore, it is necessary that there be sufficient atomized fuel penetration of the air to cause a uniform distribution if efiicient engine operation is to result. It is also necessary that the atomization and penetration of the air by the fuel oil be of a certain minimum if combustion is to be attained when the cylinders are cold, as they are when starting. With the type of injection mechanism described, in which the pressure behind the fuel varies in accordance with the crank shaft speed, difficulty is experienced when turning the crank shaft at a slow speed in starting the engine to produce a sufiicient pressure behind the fuel charges, because of the consequent slow movement of the fuel pumps, to cause the atomization and penetration of the compressed air charges required to produce a mixture which will support combustion.

This invention has to do particularly with mechanism for injecting fuel oil in an'atomized condition and at a sufficient pressure to cause an intermingling with the compressed air in the cylinders such that ignition will readily result from compression when the crank shaft is being slowly turned through the application of a starting device. To this end, I utilize the regular fuel injecting mechanism for the normalrunning operation of the engine and provide an auxiliary actuating mechanism therefor which is effective only during the application of the starting mechanism to the crank shaft. This auxiliary actuating mechanism is made effective automatically and is placed in ineffective relation when the starting device is released from the crank shaft. In carr' ing out such invention, I propose that the liquid fuel charges will be injected, during the turning of the crankshaft by the starting device, at a pressure which will cause the fuel to penetrate,

substantially to the center of the cylinder and in a finely atomized condition so that one rotation of the compressed air in the cylinder will cause a uniform distribution therein of the atomized liquid fuel.

Under normal running operation, crank shaft actuated mechanism is provided for causing the pump plungers to move in their injection strokes, and each of such mechanisms is returned to a position uncovering the ports 42 by means of a coil spring 43. A push rod 44 for each plunger extends through the crank case and has associated therewith a rod 45 which is pivotally connected with a link 46 carried by a regulating ring 47 rotatably mounted Within the crank case. The ring 47 can be actuated through the association of a tooth segment 48 with a rack 49 which is fixed to the ring, the segment being rotated by means of the shaft 50 which is in turn actuated through suitable mechanism connected with the lever 51. Associated with each of the rods 45 is a slipper or rock lever, as shown at 52, 53 and 54, each being carri d by a shaft 55 supported by the diaphragm and the rear casing cover 23. The free ends of the rock levers are formed with a curved groove in which the associated lever 45 is adjustably positioned by means of the ring 47 and the connecting links 46, so that upon movement of the rods 15 lengthwise of the slippers, by means of rotation of the ring 4'7, the effective stroke of the pump plungers can be simultaneously varied.

Arranged interiorly of the pivoted slippers 53, for actuating the same to cause an injection stroke of the pump plungers, is a cam 56 which is provided upon the base circle of its forward periphery with four spaced lobes 5'7, 58, 59 and 60. This cam 56 is also provided upon its periphery, in spaced relation from the fuel mechanism actuating cam lobes, with another series of four lobes, as indicated at 61, for actuating slippers 62 pivotally mounted upon the shafts adjacent the slippers forming a part of the mechanism for actuating the fuel injection devices. The push rods 19 are associated with the slippers 62 and through rotation of the cam 56, the valves are moved into open position during the intake and exhaust strokes of the pistons by the lobes 61.

A cam 63 is arranged adjacent the cam 56 and is provided with a rearwardly extending hub portion 64 which is keyed to the rear end of the crank shaft, as indicated at 65, so that it will rotate in the same direction and integrally with the crank shaft. Suitable bearing means 66 is arranged intermediate the hub of the cam 63 and the bearing 21.

The cam 56 is mounted to rotate upon the extended hub portion 64 of the cam 63, and a retaining member 67 is screwed upon the rear end of the crank shaft for maintaining the cams 56 and 63 in a definite axial'relation relative to the crank shaft. Such retainer also serves to maintain a driven sleeve 68 in a definite relation with the crank shaft through the engagement of a flange projecting therefrom, such sleeve extending partially into the hollow end of the crank shaft, and having a spur gear 69 formed on the rear end thereof. A pair of gears Til-and '71 are mounted upon a shaft 72, the gear '70 meshing with the spur gear 69 while the gear '71 meshes with an internal gear '73 formed on the cam 56. Such gear train is arranged to drive the cam 56 in a direction opposite to that in which the crank shaft rotates and at one-eighth the crank shaft speed, so that looking at the rear end of the engine, the crank shaft. and cam 63 will turn clockwise v hile the cam 56 will turn anticlockwise. A starting jaw member '74 extends axially through the sleeve 68 and is screwed upon a carrier 82, there being a pin '75 extending through the rear end of the crank shaft and screwed into the rear crank shaft cheek. Suitable fastening means in the form of nuts, as indicated at '76, is screwed upon the rear end of this pin '75 and engages the rotatable starting jaw member to defimtely secure it in an axial relation with the crank shaft. A driving sleeve '77 is provided with in the hollow rear end of the crank shaft and in a relation intermediate the starting jaw and the driven sleeve 68. The driving sleeve '77 is provided with external helical splines '73 which mesh with similar splines formed on the adjacent interior wall of the driven sleeve 68, and the drivsleeve 7'7 is also provided with internal helical splines 79 which mesh with similar helical splines formed on the adjacent wall of the starter jaw. There is a compression spring 80 arranged within the bore in the rear end of the crank shaft surrounding the starter jaw and bearing at one end against the carrier 82 and at the other end against the driving sleeve '77. This spring is under sufficient compression to normally maintain the driving sleeve '77 in its rearmost position within the hollow shaft.

The cams for actuating the fuel mechanism slippers as indicated at 52, 53 and 54, are arranged so that the cam 56 is normally'efiective,

and such position is desirable when the engine is running under its own power because even though the rate of rotation is eight times slower than that of the cam 63, the movement imparted to the fuel injection plungers is fast enough to cause a penetration of the compressed charges by the injected fuel sufficient to result in a uniform distribution and an atomization which will produce a mixture with the rotating air which will readly ignite upon compression. When the cams are in position with the engine operating under its own power, the lobes on the cam 56 will engage the fuel mechanism slippers in .a range approximately between forty to twenty degrees before the pistons reach the top. of their air compression strokes, the time of injection depending upon the adjustment of the control ring 47, and it will thereiore be seen that the lobes of the cam 56 under such circumstances will raise the slippers prior to the time that the single lobe on the cam 63 reaches an effective position therewith. The lobes on the cam 56 are formed of sufficient length so that they will maintain the slippers in a raised position long enough for the lobe on the cam 63 to pass ineifectively thereunder.

It will be seen that the cam 56 is driven from the crank shaft, when it is effective for causing injection strokes of the fuel devices, through the driving sleeve '77 which is splined to the crank shaft, as indicated at 81, the driven sleeve 68 which meshes with the driving sleeve and the gear train 69, '70, '71 and '73, such driving relation being maintained automatically by the spring 80.

When starting the engine, the inertia starter 24 is energized, and the jaw 25 is moved manually into a driving relation with the starter jaw '74 and upon the first rotation of the starter jaw, the helically splined relation thereof with the driving sleeve '77 will cause the same to move forwardly, relative to the crank shaft, in a helical manner because of its splined relation therewith. This forward helical movement of the driving sleeve "7'7 will cause rotation of the driven sleeve 68 because of their helically splined association,

and in this manner a predetermined rotation is imparted by the gears 69, '70, '71 and '73 to the cam 56, thereby causing a sufficient rotational change in its. angular position relative to the crank shaft to place the lobes 5'7, 58, 59 and 60 1 into a position of operation that they would contact with the fuel mechanism slippers approximately at the time the pistons reach the top of the air compression strokes, which is several degrees in the compression stroke of the pistons past that at which the slippers have been actuated relation is maintained so long as the inertia starter is driving the crank shaft. It will be understood that after the mechanism for driving the cam 56 has been rotated a predetermined degree through the rotation of the starter, it reaches a limit of such rotation, whereupon the crank shaft and the entire driving structure are rotated integrally by means of the starter. The driving sleeve '77 is moved forwardly against the tension of the spring 80 so that when the inertia starter becomes ineifective the spring 80 will move the driving sleeve '77 to its rearmost position and thereby cause areverse movement of the mechanism to that effected by the application of the starter, to thus place the cam 56 again inan effective position which is desired when the engine is operating under its own power. When the cam 63 is effective, its lobe is of such a character that it will hold the fuel injection mechanism slippers in an elevated relation at the time the lobes on the cam 56 pass thereunder, and thus it will be seen that when the cam 63 is effective, it provides a mask for the lobes of the cam 56 and vice versa.

It will be seen that the application of the starting device will cause the mechanism for driving the cam 56 to be moved prior to rotation of the crank shaft so that the cam will be ineffective and in this manner, the faster moving cam is made effective thus causing a greatly increased pressure to be imparted to the fuel charges injected into the compressed air charges when the engine is being started. As the starter cam causes injections of fuel into the compressed air at approximately the highest degree of compression thereof, such timing will result in efficiency and will assist in the promotion of combustion when the crank shaft is turning at slow speed. Due to the mass of the crank shaft and the directly connected elements being so much greater than that of the cam 56, the angular relation of the cam to the crank shaft will be changed upon initial rotation of the starter, when applied to the starting jaw or by the pressure of the spring when the starter is released from the starting jaw. Through such manner of injecting the fuel when starting, there will be a penetration of the air charges by the fuel such that a rotation of the air charges will cause a uniform intermingling of the fuel therewith even though the crank shaft is turning at a very slow speed and under such circumstances, with average external temperature conditions, only two or three revolutions of the crank shaft are required to start the engine. Under low temperature conditions, the air charges may be heated or glow plugs may be provided within the combustion chambers to assist in easy starting of this type of engine. It will also be seen that the mechanism is such that it will automatically move into a position such that the regular or slow cam 56 will be effective.

Air charges are drawn into the cylinders during the suction strokes of the pistons, and during normal operation the valves are closed a little past bottom center position of the pistons. The compression of the air charges then proceeds and liquid fuel charges are introduced into the compressed air charges in a variable range such that peak pressures caused by burning will occur when the pistons are adjacent top center position. Such conditions vary with different engines, depending upon the type of fuel, the compression ratio, the shape of the fuel spray, the amount of turbulence, the combustion chamber shape, et cetera; and with the present engine I have found that peak pressures are attained when the fuel is injected in a range extending between forty and twenty degrees before top center position of the pistons. When the engine is being started, the air valves are closed later than when the engine is operating under its own power due to the retarding of the cam 56, and the degree of lateness is determined by the position of such cam. In the present instance the cam 56 is retarded about thirty-six degrees in starting and, therefore, the air valves will be openmuch later than when the engine is running under its own power, thus varying the volume of air trapped in the cylinders. During starting the air charges are reduced in volume but they are compressed until the pistons closely approach top center before fuel injection takes place and, therefore, the actual compression ratio at the time fuel is injected between starting conditions and running conditions varies considerably. In the present instance the compression ratio at the time of fuel injectionwhen starting isconsiderably higher than that present under running operation. As a consequence, during starting the high compression ratio at the time fuel is injected produces a high temperature whichv causes quick burning of the fuel and this temperature is substantially the same as when the crank shaft is turning fast under regular running operation conditions, it being understood, however, that in starting fuel injections of maximum volume are introduced.

While I have herein described in some detail a specific embodiment of my invention, which I deem to be new and advantageous and may specifically claim, I do not desire it to be understood that my invention is limited to the exact details of the construction, as it will be apparent that changes may be made therein without departing from the spirit or scope of my invention.

What I claim is:

1. In an internal combustion engine of the compression-ignition type, a pressure device including a plunger for injecting charges of liquid fuel into compressed air charges in a combustion space, a crank shaft, a cam rotatably associated with the crank shaft for actuating the plunger to cause injection strokes'thereof, a rotatable starting jaw fixed axially to tie crank shaft, a sleeve helically splined to the starting jaw and axially splined to the crank shaft, said sleeve being axially movable, an axially fixed sleeve helically splined to the axially movable sleeve, and reduction gearing intermediate the cam and the axially fixed sleeve.

'2. In an internal combustion engine of the compression-ignition type, a pressure device including a plunger for injecting charges of liquid fuel into compressed air charges in a combustion space, a crank shaft having a hollow end, a cam rotatable around the hollow shaft end for actuating the plunger to cause injection strokes thereof, a rotatable starting jaw extending into the hollow shaft end and fixed axially relative thereto, a sleeve in the hollow end of the shaft telescoping the starting jaw and helically splined thereto, said sleeve being axially splined to the crank shaft, a second sleeve telescoping the splined sleeve and having a driving connection therewith, and'reduction gearing connecting the second sleeve and the cam.

3. In an internal combustion engine of the compression-ignition type, a pressure device including a plunger for injecting charges of liquid fuel into compressed air charges in a combustion space, a crank shaft having a hollow end, a pilot rod in the hollow end of the crank shaft, a rotatable starting jaw extending into the hollow end'of the shaft and carried by the pilot rod, retaining means associated with the pilot rod for fixing the jaw axially, a sleeve helicallysplined to the jaw and axially splined'to the crank shaft, and driving mechanism including reduction gearing connec ing the sleeve with the cam.

4. In an internal combustion engine of the compression-ignition type, a pressure device including a plunger for injecting charges of liquid fuel into compressed air charges in a combustion space, a crank shaft, a cam rotatably associated with the crank shaft for actuating the plunger to cause injection strokes thereof, a rotatable starting jaw fixed axially to the crank shaft, a sleeve helically splined to the starting jaw and axially splined to the crank shaft, said being axially movable, an axially fixed sleeve helically splined to the axially movable sleeve, reduction gearing intermediate the cam and the axially fixed sleeve, and means for normally maintaining the axially splined sleeve at one end of its axial movement.

5. In an internal combustion engine of the pression-ignition type, a pressure device ing a plunger for injecting charges of liquid fuel into compressed air charges in a combustion space, a crank shaft, a cam rotatably associated with the crank shaft for actuating the plunger to cause injection strokes thereof, a rotatable starting jaw fixed axially to the crank shaft, a sleeve helically splined to the starting jaw and axially splined to the crank shaft, said sleeve being axially movable, an axially fixed sleeve helically splined to the axially movable sleeve, reduction gearing intermediate the cam and the axially fixed sleeve, and a spring for slee e urging the axially splined sleeve toward one extreme of its axial movement.

6. In an internal combustion engine of the compression-ignition type, a crank shaft, a pressure device including a plunger for injecting charges of liquid fuel into compressed air charges in a combustion space, a cam fixed to the crank shaft for actuating the injection device, another cain rotatably associated with the crank shaft for actuating the injection device, said cams being formed with lobes of sufficient length so that the leading one holds the injection device out of operative relation with the other cam and the fixed cam being effective shortly before the top of the compression stroke, and the rotatably mounted cam normally being effective prior to the fixed cam, a starting jaw rotatably mounted in a fixed axial relation to the crank shaft, a sleeve helically splined to the starting jaw and axially splined to the crank shaft, said sleeve being axially movable, an axially fixed sleeve helically splined to the axially movable sleeve, reduction driving gearing connecting the rotatably mounted cam with the axially fixed sleeve, and means urging the axially movable sleeve into a position placing the rotatably mounted cam in effective position in advance of the fixed cam, the rotation of the starting jaw when cranking the engine moving and retaining the rotatable cam in a relation whereby the lobes of the fixed cam hold the device out of position to be actuated by the lobes of the rotatable cam.

7. In an internal combustion engine of the compression-ignition type, a pressure device including a plunger for injecting charges of liquid fuel into compressed air charges in a combustion space, a cam driven by a moving engine part to cause the plunger to move in an injection stroke effective shortly before the top of the compression stroke, a second cam driven at a reduced speed from a moving engine part to cause tl e plunger to move in an injection stroke effective prior to the time the faster cam is effective, said cams being formed with lobes of suificient length so that the leading one holds the injection device out of operative relation with the other cam, a rotatable starting jaw,

axially movable means associated to operate with and to be operated by either the starting jaw or the moving engine part, a sleeve helically splined to the axially movable means, and gear reduction mechanism connected between the second cam and the last mentioned sleeve.

3. In internal combustion engine of the compression-ignition type, a pressure device ineluding aplunger for injecting charges of liquid fuel into compressed air charges in a combustion space, a crank shaft, a fixed to the crank shaft for actuating the plunger to cause injection strokes thereof, another cam rotatably associated with the crank shaft for actuating the plunger to cause injection strokes thereof, said earns being formed with lobes of suflicient length so that the leading one holds the injection device out of operative engagement with the other cam, a starting jaw rotatably associated with the crank shaft, an axially movable sleeve helically splined to the starting jaw and axially splined to the crank shaft, a sleeve helically splined to the axially movable sleeve, reduction gearing connecting the helically splined sleeve with the rotatable cam, means for normally urging the axially movable sleeve in a relation placing the rotatably mounted cam in effective relation, and a starter adapted to engage the starting jaw to crank the engine, the first rotation of the jaw by the starter moving the rotatably mounted cam so that the lobes thereof follow the lobes of the fixed cam upon turning of the crank shaft.

9. In an internal combustion engine of the compression-ignition type, a pressure device in cluding a plunger for injecting charges of liquid fuel into compressed ai charges in a combustion space, a cam fixed to the crank shaft for actuating the plunger to cause injection strokes thereof, another cam rotatably associated with the crank shaft for actuating the plunger to cause injection strokes thereof, said cams being formed with lobes of sufficient length so that the leading one holds the injection device out of operative relation with the other cam, the fixed cam being effective shortly before the end of the air compression strokes and the rotatably mounted cam being effective prior to the fixed cam during the air compression strokes, a starting jaw rotatably mounted in a fixed axial relation to the crank shaft, a sleeve helically splined to the starting jaw and axially splined to the crank shaft, said sleeve being axially movable, an axially fixed sleeve helically splined to the axially movable sleeve, reduction driving gearing connecting the rotatably mounted cain with the axially fixed sleeve, a spring urging the axially movable sleeve into a position placing the rotatably mounted cam in effective position in advance of the fixed cam, and a starting device adapted to be placed in cranking relation with the starting jaw, the first turning application of the starting device to the jaw axially moving the sleeve to cause the rotatably mounted cam to be rotated whereby the lobes thereof follow the lobes of the fixed cam upon rotation of the crank shaft.

10. In an internal combustion engine of the compression-ignition type, a pressure device including a plunger for injecting charges of liquid fuel into compressed air charges in a combustion space, a cam for causing effective injection strokes of the plunger, a crank shaft, a rotatable starting jaw fixed axially relative to the crank shaft, a sleeve axially splined to the crank shaft, a driving connection between the jaw and the sleeve, and reduction gearing intermediate the withthe crank shaft for rotating said cam ata,

reduced speed, and a starting jaw fixed axially relative to the crank shaft and geared to said mechanism, said starting jaw being rotatable relative to the crank shaft.

12. In an internal combustion engine of the compression-ignition type, a pressure device including a plunger for injecting charges of liquid fuel into compression air charges in a combustion space, a cam for causing efiective injection strokes of the plunger, a crank shaft, an axially fixed startingjaw rotatably associated with the crank shaft, and mechanism intermediate the crank shaft 7 and the cam including reduction gearing, said starting jaw being connected directly with said mechanism.

13. In an internal combustion engine of the compression-ignition type, a pressure device including, a plunger for injecting charges of liquid fuel into compressed air charges in a combustion space, a cam for causing effective injection strokesof the plunger, a crank shaft, a rotatable starting jaw fixed axially relative to the crank shaft, a sleeve axially splined to the crank shaft, a driving connection between the jaw and the sleeve, and reduction gearing intermediate the sleeve and the cam.

HERBERT C. EDWARDS.

CERTIFICATE OF CQRRECTlON.

Patent No. 1,938,280. December 5, 1933.

HERBERT C. EDWARDS.

it is hereby certified that error appears in the printed specification of the above numiacred patent requiring correction follows: Page 6, strike out present claims 12 and 13 and insert the following as claims 12 and 13.

12. in a radial cylinder internal combustion engine of the compression-ignition type, a crank shaft, a pressure device including a plunger associated with each cylinder for injecting liquid fuel charges into compressed air charges therein, a single lobe cam fixed to the crank shaft for actuating the plungers during rotation, a multi-lobe cam rotatably associated with the crank shaft for actuat' ing the plungers during rotation, said cams being effective one at a time and the lobes of the effective cam serving to shield the injection devices from actuation by the ineffective cam, the fixed cam being arranged to cause injection strokes later during the air compression stroltes than the multi-lobe cam, a rotatable starting jaw extending into the crank. shaft end, lneans fixing the jaw axially relative to the crank shaft, a sleeve helically splined to the starting jaw and axially splined to the crank shaft, said sleeve being axially movable, an axially fixed sleeve hello-ally spliced to the axially movable sleeve, reduction driving gearing connecting the rotatahiy mounted cam with the axially fixed sleeve, and spring means urging the axially movable sleeve into a position placing the rotatably mounted in effective position in advance of the fixed earn, the rotation of the starting jaw when the engine is being cranked moving and retaining the rotatable cam in an ineffective position shielded by the iixed cam.

13, in an internal combustion engine of the compression-ignition type, a pressure device including a plunger for injecting charges of liquid fuel into compressed air charges in a combustion space, a crank shaft, a cam fixed to the crank shaft for actuating the injection device, another can: rotatahly associated with the crank shaft for actuating the injection device, said cams being formed with lobes of sufficient length so that the leading one holds the injectien device out of operative relation with the other earn, a starting jaw rotatahly associated with the crank shaft, an axially movable sleeve helically splined to the starting jaw and axially snlined to the crank shalt, a gear sleeve helically splined to the axially movable sleeve, redaction gearing connecting the rotatable cam with the gear sleeve, and means for normally maintaining the sleeves in position to cause the rotatably mounted cam to be effective, the first rotation of the said starting jaw when. cranking the engine causing the rotatably mounted cam to he moved anguiariy of the crank shaft into a position whereby the other cant holds the injection device out of contact with the lobes thereof.

And. that the said Letters Patent should be read with this correction there in that the same may conform to the record of the case in the Patent Ofiice Signed and sealed this 3rd day of Anril, l), i934.

i ill, llopltins (S l) Acting (lonnnissioner of Patents. 

